Gas-engine.



H. B. EMBLER.

GAS ENGINE.

APPLICATION FILED IAN. 19. 1915.

Patented Apr. 13, 1915.

4 SHEBTS-SKEBT l.

THE NORRIS PETERS CO PHOTO-LITHUV. WASHINGTON. IJ. C.

H. B. EM BLER.

GAS ENGINE.

APPLICATION FILED JAN. 19. 1915.

4 SHEET-5SHEET 2.

llVl/ENTOR THE NORRIS PETERS CO. PHOTO-LITHQ. WASHINGTON, D. C.

1119mm Apr. 13, 1915.

H. B. EMBLER.

GAS ENGINE.

APPLICATION FILED ]AN.19,1915.

Patented Apr. 113, 11915.

4 SHEETSSHBET 8.

9 77M 5 M m /M 2/ Y m w THE NORRIS PETERS 60., PHOTO-Llri-(Cr.vWASHINGTON. D. c.

H. B. EMBLER.

GAS .ENGINE.

APPLICATION FILED IAN. I9, I9I5.

Patented Apr. 13, 1915.

4 SHEETS-$11315! 4.

THE NORRIS PETERS (30-, PHOTO-LH'HO WASHINGTON, D, C.

HARRY B. EMBLER, OF NEW YORK, N. Y., ASSIGNOR OF FIFTY-ONEONE-HUNDREDTHS T0 DAVID KRAUS, OF NEW YORK, N. Y.

GAS-ENGINE.

Application filed January 19, 1915.

To all whom it may concern:

Be it known that I, HARRY B. EMBLER, a citizen of the United States ofAmerica, residing in the borough of Manhattan, in the city, county, andState of New York, have invented an Improvement in Gas-Engines, of whichthe following is a specification.

My invention relates to gas engines, and particularly to a gas engine ofthe sleeve valve type. Heretofore, so far as I am aware, in gas enginesof this type, it has been customary to employ an intake sleeve valve,located between the piston and an eX- haust sleeve valve, both valvessurrounding the piston within the cylinder. In these engines, theexhaust valve is cooled by the water jacket of the cylinder, and thepiston cooled by the relatively large exposure of the same to the air inthe crank case. There is no adequate provision, however, for properlycooling the intermediate intake sleeve valve, and consequently the sameis substantially smothered, with the result that, when run at high speedfor any appreciable length of time, the heat generated by the combustionin the engine cylinder, and the friction of the va ves with the pistonand the cylinder, raises the metal to a temperature sufiiciently high tocause the parts, particularly the intake sleeve valve, to adhere to theadjacent parts and thus causing them to freeze and stop the engine.

The object of my present invention is to overcome these difficulties andto provide a gas engine or motor in which separate sets of concentricintake and exhaust valves are provided exteriorly of a plurality ofcylinders, and are so arranged that one set of valves is employed asintake valves for a plurality of cylinders and a similar set of valvesas exhaust valves for the same cylinders, the construction being suchthat the cylinders and valve casings are cooled by the same or a commoncirculating medium, and the several sets of valves are balanced and sooperate as to force a lubricant between their moving parts, and to thisextent these valves are self lubricating,'as will be hereinafter moreparticularly described.

In the drawing, Figure 1 is a central longitudinal cross section throughone of the cylinders, and a partial elevation of an engine embodying mypresent invention. Fig. 2 is a similar view taken at right angles toPatented Apr. 13, 1915.

Serial No. 3,005.

the position of the parts as shown in Fig. 1. Fig. 3 is a plan more orless diagrammatic of the cylinders and valve casings. Fig. 4 IS asectional elevation taken through the valve casings. Fig. 5 is a sectionon line 5, 5, Fig. 3. Fig. 6 is a plan of one of the outer sleevevalves. Fig. 7 is an elevation of the same. Fig. 8 is a plan of one ofthe inner sleeve valves, and Fig. 9 is an elevation of the same.

In the drawing, I have illustrated my invention as applied to atwo-cylinder engine,

although, as will be understood, the same is applicable to any requiredor desired number of cylinders, the same preferably, 10wever, beingemployed in pairs.

In carrying out my invention, 1 provide a suitable base, preferably madein two parts, indicated at 10 and 11, respectively, and so formed as tocomprise a casing for the shafts, cranks, and valve shafts andeccentrics carried by the same.

One of the cylinders is indicated at 12, and the other at 13, and asshown in the drawing these are suitably mounted upon and secured to thebase of the engine. Intermediate of the cylinders 12 and 13, at one sidethereof, and made integral therewith, is a valve casing 14, in which isa valve chamber 15, fitted with a cover 16 at its upper end, andprovided with a supply port 17, suitably placed in one side thereof.Simultaneously, on the other side of the cylinders and intermediate ofthe same, and made integral therewith, is a valve casing 18. This alsohas a valve chamber 19, and is fitted with a cover 20 and provided withan exhaust port 21, preferably located in a position diametricallyopposite to that of the supply port 17. Fitted in the cylinder 12 is apiston 22, and similarly within the cylinder 13 is a piston 23.

24 indicates thedrive shaft of the engine, which, as indicated in thedrawings, in suitable positions, is provided with cranks 25 and 26. Theconnecting rod 27 is attached at one end to the pin of the crank 25 andat the'other end to a pin 28, suitably connected in the piston 22. Theconnecting rod 29, likewise, is connected at one end to the pin of thecrank 26 and at its opposite end to a pin 30, connected to the piston23. The drive shaft 2 1 passes through and is journaled in bearings 31and 32, provided therefor in the opposite sides of the member 10 of thebase of the engine, and exteriorly of the base one end of the shaft isprovided with sprockets 33 and 34 for the purpose hereinafter described.Also passing through and suitably journaled in bearings providedtherefor in the member 10 of the base there are valve shafts 35 and 36.Exteriorly of the base, one end of the valve shaft 35 is provided with asprocket 37', and on the corresponding end of the valve shaft 36,exteriorly of the base the same is fitted with a sprocket 38. A chain 39passes over the sprockets 33 and 37 in order to drive the valve shaft 35from the shaft 24, and similarly the chain 40 passes over the sprockets34 and 38, in order to drive the valve shaft 36 from the shaft 24. Thesechains 39 and 40 are indicated diagrammatically in Fig. 1.

Fixed in the required position on the shaft 36 is aneccentric 41. Thisis fitted with a strap 42 and an eccentric arm 43. Also on the shaft 36is an eccentric 44 fitted with a strap 45, and an eccentric arm 46.Similarly, on the valve shaft 35 there is an eccentric 47 fitted with astrap 48, and an eccentric arm 49, and also an eccentric 50, whichlikewise is fitted with a strap 51 and an eccentric arm 52.

In the valve casing 14 is a sleeve valve 53, adapted to fit and slideagainst the walls defining the chamber in this valve casing,

and connected at its lower end to a hollow valve rod 54 by being turneddown on the screw-threaded end of the same and fixed in place by a nut55, or otherwise. The hollow valve rod 54 extends through the lower endof the valve casing and also through the walls of the base and into theinterior thereof, where, at its extremity, there is suitably secured anarm 56. This may be fixed in place by a nut 57, or otherwise, and at itsfree end is pivotally connected to the eccentric arm 43, as indicated at58. Also within the valve casing 14, and within the outer sleeve valve53, is an inner sleeve valve 59. This is adapted to slide within theouter sleeve valve and at its lower end is connected to a valve rod 60,which is turned down into an aperture in the end of the sleeve valve andsecured in place by means of a nut 61 or otherwise.

The valve rod extends into and through thehollow valve rod 54, and atits lower end, within the base of the engine, is connected thereto anarm 62. This may be fixed in place by a nut 63, or otherwise, and at itsfree end the arm 62 is pivotally connected to the eccentric arm 46, asis indicated at 64. Similarly, within the valve casing 18, is a sleevevalve 65. This is adapted to slide within the chamber provided in thisvalve casing, contacting with the walls defining the same, and at itslower end is connected to a hollow valve rod 66 by being turned downthereon and secured in place by a nut 67 or otherwise. The hollow valverod 66 passes through the lower end of the valve casing 18 and alsothrough an aperture provided therefor in the upper portion of the baseof the engine, and at its lower end has secured thereto an arm 68. Thismay be fixed in place by a nut 69, or otherwise, and at its free end thearm 68 is pivotally conneczted to the eccentric arm 49, as indicated at0.

ithin the outer sleeve valve is an inner sleeve valve 71. This isadapted to slide within the outer sleeve valve 65, and at its lower endis secured to a valve rod 72 by means of a nut 73, or otherwise. Thevalve rod 72 extends into and through the hollow valve rod 66, and atits lower end, within the base of the engine, there is connected theretoan arm 74. This may be fixed in place by a nut 75, or otherwise, and atits free end is pivotally connected to the eccentric arm 52, asindicated at 76.

The outer sleeve valve 53, in the valve casing 14, is provided with asupply port 77, adapted to register with the supply port 17 in the valvecasing, and the inner sleeve valve 59, on the outer side thereof, isprovided with supply ports 78 and 79, both adapted to register with thesupply port 77 in the outer sleeve valve 53. The inner sleeve valve 59is also provided with intake ports and 81, offset relatively to theports 78 and 7 9, which latter, as will be seen by reference to Fig. 9,are immediately above one another.

In the outer sleevevalve 53, opposite the supply port 47, and also inoffset positions, there are intake ports 82 and 83. The former isadapted to register with the intake port 80 and also with an intake port84, making communication between the interior of the valve casing 14 andthe interior of the cylinder 12. The ports 81 and 83 are also adapted toregister with one another when the valve sleeves are in the properpositions, and also with an intake port 86, making communication betweenthe interior of the valve casing 14 and the interior of the cylinder 13,at the upper end thereof. These sleeve valves, as described, are theintake or supply valves, and through the ports in the same the explosivemixture is admitted first to one cylinder and then to the other, theports through which the cylinder 12 is supplied being the port 78, port80, port 82, and port 84, whereas the ports through which the cylinder13 is supplied are the ports 79, 81, 83, and 86. Also as described, thesleeve valves 65 and 71 in the valve casing 18 are the exhaust valves.The outer sleeve valve 65 is provided with an exhaust port 87 adapted toregister with the exhaust port 21 in the valve casing, and opposite theexhaust port 87 with the exhaust port 85. There is also another exhaustport in this all side of the sleeve 65, which is not shown in the drawinThe inner sleeve valve 71 is provided with exhaust ports 88 and 89,adapted to register with the exhaust port 87, and also with exhaustports 90 and 92, the port 90 being adapted to register with the port 85and the port 92 with the port in the outer sleeve valve 65, which is notshown in the drawing.

The exhaust port 91 makes communication between the interior of thecylinder 12, and the interior of the valve casing 18, and similarly anexhaust port 93 makes communication between the interior of the cylinder13 and the interior of the valve casing 18. The exhaust from thecylinder 12 passes through the ports 91, 85, 90, 89 and 87, while theexhaust from the cylinder 13 passes through the port not shown in theouter sleeve valve 65, through the ports 92, 88, and 87 to the exhaustport 21 in the valve casing.

It is to be noted that the sleeve valves 53 and 59, as hereinb'eforestated, are described as intake valves, and the sleeve valves 65 and 71as exhaust valves, but this is merely for the convenience ofdescription, inasmuch as either set of valves may be the intake valvesor the exhaust valves. The ports in the valve are so placed, and theeccentric so set, that the exhaust valves close approximately 10 afterthe crank has reached its uppermost position, and the exhaust valvesopen when the crank is approximately 35 from its lowermost position,whereas the intake valves open approximately 15 after the crank haspassed its uppermost position, and the intake valves close approximately35 after the crank has passed its lowermost position.

The valve shafts 35 and 36 are geared to the drive shaft 24 in a ratioof one to two so that these shafts turn one revolution for every tworevolutions of the drive shaft, in order that the cycles of operation inthe engine cylinders follow each other in regular sequence, that is anintake of the explosive mixture, the compression of the same, anexplosion, and an exhaust.

By reference, particularly to Figs. l, 5, and 9, it will be noted that,at its upper or distant end, the inner sleeve valve 59 is capped, asindicated at 94, thereby entirely inclosing the chamber within the same.Also that the inner sleeve valve 71 is similarly capped, as indicated at95. By so capping the inner sleeve valves and suitably supplying alubricant to the interior of the valve casings, the movement imparted tothe valves through the eccentrics will force the lubricant not onlybetween the valves themselves but also between the outer valves 53 and65, and the walls of the valve casings, thereby adequately lubricatingthe same and assisting to maintain the valves at an efficiently lowtemperature. For this pun pose, the surfaces of the valves may besuitably scored and the outer sleeve valves apertured below the portstherein. Also, in order that the valves may be balanced, that is thepressure on the opposite sides thereof equal at the ends of theirrespective strokes, I may provide passages, indicated at 96, extendingthrough the valve casing in suitable positions, and terminating at theends or adja cent the ends of the strokes of the valves. The bore of thepassages 96 is relatively small so that only an exceedingly smallquantity of the lubricant will pass through the same. Furthermore, it isto be noted, as particularly indicated in Fig. 3, that the cylinders andvalve casings are made in an integral structure, and may be providedwith suitable chambers, indicated at 97, for the circulation of asuitable cooling fluid, which acts as a common means to radiate the heatof combustion, not only from the cylinders but also from the valvecasings.

Tn the operation of the heroinbefore described engine, and ashereinbefore stated, the engine shaft makes two complete revolutions toone complete revolution of the cam shaft by which. the valves areoperative, so that each set of valves completes its cycle of operationsonce for every two revolutions of the engine shaft.

Assuming the intake valves to be in the position for the admission ofthe explosive mixture to the cylinder 12, as shown on the right-handside of Fig. 4t, to be the beginning of the cycle of operations for thisset of valves for this cylinder, it is to be noted that, as hereinbeforestated, these valves open for this purpose when the crank shaft hasreached a point approximately 15 beyond its uppermost position, and thenduring the continued revolution of the crank these valves remain in sucha position that the ports are open to the cylinder 12 until the crankreaches a. point approximately 35 beyond its lowermost position, in thisrevolu tion, when the valves are so moved that these ports close, theseinlet ports being, as hereinbefore stated, the ports 77, 78, 80, 82 and84-. After the crank has passed the 35 point beyond its lowermostposition in the first revolution, these ports are closed, and theyremain closed during the completion of this first revolution, and alsoduring the second revolution, the admitted explosive mixture beingcompressed in the cylinder 12 during the completion of the firstrevolution, exploded during the first portion of the second revolution,and exhausted during the second portion of the second revolution. Also,as hereinhefore stated. the exhaust ports, are open at a pointsubstantially 35 before the crank reaches its lowermost position in thesecond revolution, and remain open during the remainder of thisrevolution and until the rank has reached a point approximately beyondits uppermost position or in the beginning of the third revolution, thatis to say, the beginning of another cycle of operations for the saidvalves, the ports in the outlet or exhaust valves of the cylinder12being the ports91, 85, 90, 89, and 87, as hereinbefore stated. It willalso be understood that the other series of ports in both the inlet andexhaust valves operate in precisely the same manner in supplying theexplosive mixture to and exhausting the gases from the cylinder 13, thecyclev of operations in the cylinders following one another in regularsequence, as is customary in explosive engines.

I claim as my invention 1. A gas engine comprising a plurality ofcylinders, each having an inlet port on one side adjacent one endthereof and an exhaust port in substantially the same plane on theopposite side thereof, a piston in each cylinder, a set of'intake valveslying parallel with said cylinder and having a common intake port andother ports making communication with each cylinder and a set of exhaustvalves also lying parallel with said cylinder and having a commonexhaust port and other exhaust ports making communication from the saidcylinders. Y

2. A gas engine comprising a plurality of cylinders, each having aninlet port on one side, adjacent one end thereof and an exhaust port insubstantially the same plane on the opposite side thereof, a piston ineach cylinder, a set of intake valves lying parallel with said cylindersand having a common intake port and other ports making communicationwith each cylinder, and aset of exhaust valves also lying parallel withsaid cylinders and having a common exhaust port and other exhaust portsmaking communication from the said cylinders, all of said ports beingdisposed in substantially the same plane, and means for actuating thesaid sets of intake and exhaust valves.

3. A gas engine comprising a plurality of cylinders, each having aninlet port in one side one end thereof and an exhaust port insubstantially the same plane in the other side thereof, a piston'in eachcylinder, a drive shaft, a connection between each piston and the driveshaft, a set of concentric intake valves lying parallel with saidcylinders and having a common intake port and ports therein toeachcylinder, a set of concentric exhaust valves also lying parallelwith saie cylinders and having a common exhaust port and ports thereinfrom each cylinder, valve shafts, connections between the said set ofintake valves andone valve shaft, connections between the said set ofexhaust valves and the other valve shaft, and means'for turning the saidvalve shafts from the said drive shaft.

4:- A gas engine comprising a pair of adjacent cylinders each having aninlet port in one side at one end thereof and an exhaust port insubstantially the same plane in the opposite side thereof, a piston ineach cylinder, valve casings parallel with and intermediate of the saidcylinders on opposite sides thereof, a pair of concentric intake valvesin one of the said valve casings, and having a common intake port andsets of intake ports to said cylinders, and a pair of concentric exhaustvalves in the other valve casing and having a common exhaust portthrough the said valve casing and sets of ports making communicationfrom the said cylinders through the aforesail exhaust ports therein insubstantially the same means, and means for actuating said pairs ofintake and exhaust valves.

5. A gas engine comprising a pair of adjacently placed cylinders, eachhaving an inlet port in one side at one end thereof and an exhaust portin substantially the same plane on the opposite side thereof, a pistonin each cylinder, a drive shaft, connections between the said pistonsand drive shaft, a pair of concentric intake valves lying parallel withsaid cylinders and having a common intake port and sets of ports makingcom- Inunication with the said cylinders respec tively through the saidintake ports therein, a pair of concentric exhaust valves lying parallelwith said cylinders and having a common exhaust port and sets of portsmaking communication from the said cylin ders through the aforesaidexhaust ports therein, valve shafts, connections between the said pairof intake valves and one valve shaft, connections between the said pairof exhaust valves and the other valve shaft, and

means for turning the said valve shafts from the said drive shaft.

6. A gas engine comprising a pair of adjacently placed cylinders, eachhaving an inlet port in one side at one end thereof and an exhaust portin substantially the same plane in the opposite side thereof, intake andexhaust valve casings parallel with and intermediate of the saidcylinders on oppo- 5 site sides thereof, an outer sleeve intake valve inthe intake valve casing, and provided with an intake port adapted toregister with an intake port in the said intake valve casing and alsowith ports adapted respectively to register with the said inlet ports inthe said cylinders, an inner intake sleeve valve having sets of ports,one set of which is adapted to register with the said common intake portin the said outer intake sleeve valve and the other set of which areadapted respectively to register with the said ports in the outer intakesleeve valve which register with the inlet ports of the said cylinders,means for operating the said valves, an outer sleeve exhaust valve inthe exhaust ioo lio

iao

valve casing and provided with a common exhaust port adapted to registerwith an exhaust port in the said exhaust valve casing and also withports adapted respectively to register with the exhaust ports from thesaid cylinders, an inner inclosed sleeve exhaust valve having sets ofports, one set being adapted to register with the common exhaust port inthe said outer sleeve exhaust valve and the other set to register respectively with the said exhaust ports in the outer sleeve exhaust valvewhich in turn register with the exhaust ports from the cylinder, andmeans for actuatingthe said exhaust valves.

7. A gas engine comprising a pair of adjacent cylinders, a piston ineach cylinder, a drive shaft, connecting rods extending between thecranks of the drive shaft and said piston, an intake valve casingintermediate of the said cylinders at one side thereof, an exhaust valvecasing intermediate of said cylinders at the opposite side thereof, anouter sleeve valve having a common supply port in the said intake valvecasing, an inner intake valve within the said outer intake valve, andhaving a pair of supply ports adapted to register with the common supplyport in the outer intake valve, the said outer and inner intake valvesbeing also provided with sets of ports, one of which register with anintake port to one cylinder and the other with an intake port to theother cylinder, an outer sleeve exhaust valve having a common exhaustport therein in the said exhaust valve casing, an inner sleeve exhaustvalve within the said outer sleeve exhaust valve and provided with apair of exhaust ports adapted to register with the said exhaust port inthe outer sleeve exhaust valve, there being also provided sets of portsin the outer sleeve and inner sleeve exhaust valves, one of whichregisters with an exhaust port from one cylinder and the other from anexhaust port to the other cylinder, a valve shaft for each set ofvalves, connections between each valve shaft and its respective valves,and means for turning the valve shafts from the drive shaft.

8. A gas engine comprising a plurality of cylinders having all inletports and passages situated in substantially the same plane therein, apiston in each cylinder, a slide valve mechanism lying parallel with andcommon to the said cylinders, and a crank shaft, the cranks on which areof the same length, whereby the pistons are caused to have equal minimumstrokes.

Signed by me this l lth day of January, 1915.

HARRY B. EMBLER.

Witnesses:

J. B. Ln BLANo, B. M. ALLEN.

fiopiea or this patent may be obtained for-five cents each, byaddressing the Commissioner of Patents,

Washington, D. '13.

